Fluid-pressure brake apparatus.



J. REIGHMANN. FLUID PRESSURE BRAKE APPARATUS. APPLICATION FILED 00T. 9,1909. RENRWED NOV.19, 1910.

991,801 Patented May 9, 1911.

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8 SHEETS-SHEET 1.

J. REICHMANN. FLUID PRESSURE BRAKE APPARATUS. APPLIoATIoN FILED 00T. 9,1909. RENEWED 11017.19, 1910.

Patented May 9, 1911. l

J. REIC'HMANN. FLUID PRESSURE BRAKE APPARATUS.

' J. REICHMANN. FLUID PRESSURE BRAKE APPARA TION FILED 00T. 9, 1909.EBNEWE TUS.

D Nov.19, 1910.

APPLICA Patented May 9, 1911.

8 SHEETS-SHEET 4.

lllllw@ J. EEIUHMANN. FLUID PRESSURE BRAKE APPARATUS. APPLICATION FILED00T. 9, 1909. BENEWED NOVJQ, 1910. 991,801., Patented May 9, 1911.

8 SHEETS-SHEET 5.

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J. REICHMANN. FLUID PRESSURE BRAKE APPARATUS.

APPLICATION FILED OCT. 9, 1909. RENEWBD NOVJQ, 1910.

Patented May 9,1911.

8 SHEETS-SHEET 6.

' J. REIGHMANN. FLUID PRESSURE BRAKE APPARATUS. APPLICATION FILED OUT.9, 1909. RENEWED NOV. 19, 1910. 991,801 .Patented May 9, 1911.

s SHEETS-SHEET 7.

. N A N N n J. REIGHMANN. i FLUID PRESSURE BRAKE APPARATUS. APPLIOATIONFILED om'. s, 1909. RENEWED Noms, 1910.

991,801. Y Patented May 9,1911.

8 SHEETS-SHEET 8.

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92 34 95 V///,////////////////////////n'f//f//f construction of thetriple-valve of a iiuidpipe air-pressure admitted through the en- UN 1TBSTATES JOSEPH REICHIVIANN, OF CHICAGO, ILLINOIS.

FLUID-PRESSURE BRAKE APPARATUS.

Application filed October 9, 1909, Serial No. 521,833.

To all whom if. may concern:

Be it known that I, JOSEPH REICHMANN, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented a new and useful Improvement in Fluid-Pressure Brake Apparatus,of which the following is a speciiication.

Myprimary object is to provide a novel pressure brake apparatus,adapt-ing it to be used as an automatic brake and as a nonautomaticbrake by the manipulation of the engineers brake-valve, to charge thebrakecylinder with compressed air from the main reservoir through thetrain-pipe, or from the auxiliary-reservoir, to apply the brakes and toretain the triple-valve in a brake-setting position when charging thebrake-cylinder with compressed air from the main reservoir through thetrain pipe, until it is required to release the brake.

It is also my object to operate the triplevalve, by the normal increaseof the traingineers brake-valve, to release the brakes instantly andpositively.

Referring to the accompanying drawings-Figure 1 is a vertical sectionthrough my improved valve device, taken on line 1 in Fig. 4; Fig. 2, anenlarged broken section taken on irregular line 2 in Fig. 1; Fig. 3, asection taken on line 3 in Figs. 4 and 10, illustrating the constructionof a supplemental valve-device; Fig. 4, a plan section taken onirregular line 4 in Fig. 1; Fig. 5, a broken section on line 5 in Fig.4; Fig. 6, a broken section on irregular line 6 in Fig. 4; Fig. 7, abroken section on line 7 in Fig. 4, corresponding with line 7 in Fig. 3;Fig. 8, a section through the main part of the triple-valve showingfeatures illustrated in Fig. 1,but in service-application position; Fig.9, a view the same as Fig. 8, but showing the moving parts inemergency-applicacation position; Fig. 10, a view corresponding withFig. 4, but illustrating a modilication; Fig. 11, a view, partly insection, taken on line 11 in Fig. 10; Fig. 12, a view corresponding withFig. 11, but showing the moving parts in another position; Fig. 13, aview like Figs. 11 and 12, but showing the moving parts in still anotherposition; Fig. 14, an enlarged section on line 14 in Fig.

Specification of Letters Patent.

Fateiitee. May 9, 1911.

Renewed November 19, 1910. Serial No. 593,262.y

; and Fig. 15, a section like Fig. 12, but illustrating a furthermodification.

The main shell, or body-portion, 2O of the triple-valve contains theslide-valve chamber 21; the piston-chamber 22, lhaving a bushing 23 andclosed by the cap 24; and the usual feed-port 25 and port 26 leading tothe auxiliary reservoir. The slide-valvechamber bushing 27 presents theiiat slidevalve seat 28, which, in the preferred construction, presentsports 29 and 30 communieating with the brake-cylinder passage 31; a port32 communicating through the eX- haust-passage 33 with theexhaust-opening 34; a port 35 communicating with a passage 36; and aport 37 communicating with the passage 38. The main piston 39 controlsthe feed-port 25, and its stem 40 is guided at its opposite end in theguide-eX- tension 41.

Fitting upon theseat 28 is the main slidevalve 42 confined betweenshoulders 43, 44 on the piston-stem and held to its seat by the spring45 in the usual way.' rEhe slidevalve of the preferred construction isshaped as shown in Figs. 1, 8 and 9 with the cored passage 46 asillustrated. The cap 24 contains the graduating-spring 47 and stem 48within a cylindrical extension 49 closed by the graduating-stem nut 50,and a cored passage 51 extending to the train-pipe passage 52.

On the cap 24 at one side of the cylindrical extension 49, as shown inFig. 4, is a shell or supplemental-valve body 53 containing apiston-chamber 54 and a slide-valve chamber 55 in open communicationwith each other. Extending from the lower end of the chamber 55 is aport 56 communicating through a ccred passage 57 (see Fig. 7 with thetrainpipe passage 51. Extending from the top of the chamber 54 (seeFigs. 3 and 6) is a passage 58 extending to the slide-valve chamber 21above the slide-valve, and therefore practically in open communicationwith the auxiliary reservoir. In the chamber 55 is a valve-seat 59containing a port 60 communieating through a passage 61 and the chamberor passage 36- with the port 35 in the slide-valve seat 28. Also in theslide-valve seat 59 is a port 62 communicating with an exhaust-opening63. In the 'chamber 54, beneath the mouth o f the passage 58, is .apiston 64 on a stem 65 carrying a slide-valve 66 on the seat 59. Securedto and extending upward from the piston Gd is a stem G7. On the shell 53is a cylindrical shell-exten sion 68 containing an adjustable sleeve orinner cylinder 69 having an inwardly-projecting annular shoulder 70loosely surrounding the stem G7. The said stem at its upper end has anenlarged head 7l, and conlined between the said head and the shoulder 70about the stem 67 is a spring 72. The sleeve or inner cylinder 69 has aythreaded connection at 73 with the outer cylinder 68 and with a cap 74,being notched for the insertion of a screw-driver at its upper end` asindicated at 75. The spring 72 tends normally to hold the piston (lll:in the position indicated in Fig. 3, opening communication between theports 60, 62 and closing communication between the chamber 55 and portG0. rlhe tension of the spring 7 2 may be adjusted by removing the cap74, turning the sleeve 69 on the thread 73 and then replacing the cap74.

It will be understood from the foregoing description that the under sideot the piston 6ft is in open communication at all times with thetrain-pipe and at its upper side is in open communication at all timeswith the auxiliary reservoir through the slide-valve chamber 2l.

Depending from the valve-shell 2O is a shell or casing termed of twomembers 7G and 77 connected together. In the casingmember 76 is aslide-valve chamber 7S to the top of which extends the cored passage 38,the course of which is indicated by full and dotted lines in Fig. l, andby full lines in Fig. 2. In the chamber 78 is a slidevalve seat 79containing the port or passage 80 extending to the brake-cylinderpassage 3l. ln the casing-member 77 is a piston-chamber S1 containing apiston 82 on a stem 83 extending upward through the chamber 7S andcarrying a slide-valve Set governing the port 80. ln the cylin dricallower part of the casing-member 77 is an inner cylinder or sleeve 85having a threaded portion SG engaging threads in the lower end of themember 77 and engaging a cap 87. The lower end ot the piston stem 83abuts against a sliding socket-piece 88 having an opening 89 through it.Conlined between the lower end oit the inner casing S5 and the saidsocket-piece is a spring 90 which may be tensioned by turning the sleeveS5 at its thread 8G in the lower end of the casing-member 77. ln thesaid member, in the position shown, is a port 91 to the atmosphere.

Figs. l, 3, 4 and 5 show the normal positions ot moving parts when theengineers valve is at running position. rlhe auxiliary reservoir isfilled with pressure through the feed-passage 25, etc., to orapproximately to the train-pipe pressure, and the same pressure isexerted against the upper and under sides of the piston Get in the shellThe operations ot the preferred construe tion described may be stated asfollows: To apply the brakes, air is discharged through the engineersvalve to reduce the pressure in the train-pipe, passage 52, chamber 22and also in the chamber During the initial stage of this reduction ofthe train-pipe pressure the lowering of the pressure in the chamber 55,beneath the piston Gil, causes the latter to be moved by the superiorauxiliary reservoir pressure above the piston in the chamber lt is to beunderstood that the piston (54 is more sensitive to movementthan thepiston 39', the spring 72 oliering only su'lticicnt resistance toett'ect return or raising of the piston Gel when pressures on oppositesides thereof are approximately balanced. The downward movementdescribed of the piston 64 causes the slide-valve G6 to be lowered,closing the exhaust communication with the port G2 and opening the port60 to the chamber 55. During this operation the piston 39, and attendantparts, remain stationary, but only momentarily because when the pressurein the train-pipe tails sutticiently below the auxiliary 4reservoirpressure the latter is exerted against. the piston 39 to move it and theattendant parts to the position shown in Fig. S. This causes thefeed-port 25 to be irst closed, after which the slide-valve 4t2 closesthe exhaust-port 32 and opens the ports 35, 30 and 37. The in* stantthat the port 35 is opened air-pressure from the chamber 55, beneath thepiston 64, will pass through the port G0, passage Gl, 36, port 35, port30 and passage 3l, to the brake-cylinder, thus admitting air directlyfrom the train-pipe into the brake-cylinder. The instant the train-pipeair-pressure is reduced, to cause the movement of the triplevalve, asdescribed, connnunication between the train-pipe and the atmospheremust. be closed by the engineer, and slight air-pres sure `from the mainreservoir may instantly be admitted into the train-pipe through theengineers valve. which will pass through the passages 52, 57 and chamber55, through the port G0 into the passage (il, 36, and through the port35, valve-cavity i6, port 30 and passage 3l to the brake-cylinder. Whenthe main slide-valve 4t2 is moved to the position shown in Fig. S theport 37 is opened1 as before stated, thereby admitting normal auxiliaryreservoir air-pressure through the passage 38 into the chamber 78 abovethe piston 82. Under this pressure against the said piston th-e spring-90 will yield to permit the movement of the piston 82, thereby shiftingthe valve Sel to open the port 80. This permits the air-pressure fromthe auxiliary reservoir to pass through the port 37, passage 38, chamber78, port S0 and passage 3l into the brake-cylinder at the same time thatthe initial train pipe air, while being supplied, as aforesaid, from themain reservoir is passing to the-brake-cylinder, as described. Thespring 90 is so tensioned that it will yield under normal auxiliaryreservoir pressure, but return when the said pressure is but slightlyreduced. In the discharge of air-pressure from the auxiliary reservoirto the brake-cylinder, as described, the air-pressure in the chamber 78above the piston 82 is reduced to a predetermined degree governed by thetension of the spring 90, when said spring will instantly raise thepisto-n 82 with the valve 84 and prevent further escape of pressure fromthe auxiliary reservoir. In the more or less slight reduction ofauxiliary reservoir air-pressure described, the air-pressure in thechamber 54 is also reduced, but not sufficiently to permit the spring 72to raise th-e piston 64 and slidevalve 66. Thus, the port 60 remainsopen and the train-pipe air, while being supplied, as aforesaid, fromthe main reservoir, is free to pass into the brake-cylinder. Vhile theport 60 is open the How of pressure from the train-pipe to thebrake-cylinder will continue unt-il the two are balanced orapproximately balanced. This applies the brake, in practice, with acomparatively gentle force, such as is required in ordinaryservice-stops. If more severe application of brakes is desired theengineer lets a little more main reservoir air into the train-pipe toraise the pressure in the brake-cylinder. This rise, however, should notbe sufhcient to actuate the main piston and main slide-valve against theopposition of the auxiliary reservoir pressure. Thus, from the start,the pressure of air in the brake-eylinder is controlled by the engineerthrough -manipulations of the engineers brake-valve. During this time itwill be understood that the auxiliary reservoir air pressure is reducedonly to a standard governed by the resistance of the spring 90. Then theparts are in the position shown in Fig. 8 further movement of the piston39 and attendant parts is limited by the resistance of thegraduating-spring 47. The tension of the spring 47 may be adjusted toretain the piston 39 in the position shown in Fig. 8 until theair-pressure in the trainpipe is reduced to the lowest degree ofpressure desirable for charging the brake-cylinder with straight air,while being supplied, as aforesaid, from the main reservoir from thetrain-pipe.

To release brakes the engineers valve is manipulated to raise thetrain-pipe air-pressure to or approximately to that of the auxiliaryreservoir pressure, which will cause the spring 72 to raise the piston64 and valve 66 and cause the brake-cylinder air pressure to exhaustthrough the passage 61, the port 62 and exhaust-opening 63, the partsbeing in the position indicated in Fig. 3. The

piston 39 with the valve 42 will remain stationary in the position shownin F ig.l 8, while the air-pressure from the brake-cylinder exhausts, asdescribed, to release the brakes. After the brakes are released, or asthey are being released, in the manner described, the train-pipepressure may be raised sufficiently to overcome t-he resistance of theauxiliary reservoir pressure against the main piston 39 and attendantparts to return them to the position shown in Fig. 1, and recharge theauxiliary reservoir.

Should itnot be desired to employ the straight-air feature of myimproved device, by extending the lap of the valve 66 upward to keep theport 60 covered in the downward movement of the piston 64, noair-pressure from the train-pipe will be charged into thebrake-cylinder. The brake may be released by an increase of thetrain-pipe pressure, moving the piston 64 with the valve 66 to theposition shown. In such case the valve device 53 would operate simply asa quick release valve.

For the purpose of an emergency-stop the engineers Valve is opened widein the usual manner to produce the rapid discharge and consequentlowering of the train-pipe pressure. This causes the main piston 39 andattendant parts to move rapidly from the position shown in Fig. 1 pastthat shown in Fig. 8 to that shown in Fig. 9, compressing thegraduating-spring 47 and opening the port 29 from the auxiliaryreservoir to the brake-cylinder to charge the latter with approximatelythe full force of auxiliary reservoir pressure. Of course, during theinitial emergency action, trainpipe pressure will flow to thebrakecylinder, due to the descent of the piston 64 and slide-valve 66.

In t-he modification shown in Figs. 10 to 14, inclusive, the slide-valveseat 28 is provided with the same ports and passages 29, 30, 32 and 35,but ports 92, 93 are provided, in communication with each other througha passage 94 in place of the port 37. The valve device, formed of theshell-members 76, 77 and attendant parts, is dispensed with, as well asthe passages 38 and 80. The valve device 53 and attendant parts,constructed as shown in Fig. 3 and before described, is 1n communicationwith the main, or triple, valve-device through ports and passages thesame as in the preferred construction. The. slide-valve 95, employed inplace of the slide-valve 42, has a passage 96 and a cavity 97, in therelative positions shown, to cooperate with the ports in the valve-seat28; and extending through the top of the cavity is a port 98. Theslide-valve 95 is somewhat shorter than the distance between the stops43, 44 on the piston-stem 40 and has a groove 99 in its side (see Fig.14) of predetermined length engaged by a stationary stop-pin 100. Fixedto the piston-stem 40 and movable therewith to open and close the port98 is an auxiliary valve 101 sliding upon the upper face of theslide-valve 95. In this construction the graduating-spring 47 is sotensioned that it will yield slightly under the force of impacttherewith of the stem 40 when the first service reduction is made in thetrainpipe. In operation, when a first reduction is produced through theenginee1"s valve in the train-pipe, the supplemental valve mechanismshown in Fig. 3 operates as before described and the piston 39 is movedfrom the position shown in Fig. 11. In the firstmovement the auxiliaryslide-valve 101 uncovers the port 98 causing auxiliary-reservoirpressure to pass into the cavity 97, and in the further movement of thepiston the main slide-valve 95 is drawn to open the cavity 97 to theport 29, whereby a gust of auxiliary-reservoir pressure will travel tothe brake-cylinder. The main piston, on reaching the limit of itstraverse toward the right, compresses the graduating-spring L17slightly, whereby, in the recoil of said spring, and owing partly to theslight reduction of auxiliary-reservoir pressure which has beeneffected, the piston is returned to the position shown in Fig. 12without affecting the position of the main slide-valve, but causing theauxiliary slide-valve 101 to again close the port 98 and prevent furtherescape of auxiliary-reservoir pressure to the brake-cylinder'. Theauxiliary slide-valve 101 takes the place of the mechanism shown in thecasing members 76, 77 in Fig. 1, and performs the functions of thatmechanism. Otherwise the operations of the triple and supplementalvalves are in all respects as described in connection with the preferredconstruction. lWhen the train-pipe pressure is lowered for emergencyapplication of brakes the main piston and attendant parts are movedagainst the resistance of the graduating-spring 417 to the positionshown in Fig. 18, whereby the auxiliary reservoir is opened to thebrake-cylinder, not only through the port 98, but also through the port92, passage 911 and port 93, as plainly shown.

In the modification illustrated in Fig. 15, the passage 9% communicatesthrough a cored passabe 102, illustrated by dotted lines, with a port108 in the bushing 23, and with the cavity 97 in the main slide-valve95. rll'here is the same independent movement of the main piston 39,with reference to the main slide-valve 95, as in the other modification,the piston Z39 taking the place of the auxiliary slide-valve 101.lfvlhen the piston 39, under a wave of reduction in the train-pipe,compresses slightly the graduating-stem i8 it opens the port 103permitting auxiliary-reservoir pressure to pass momentarily through thepassages 102, 911, ports 93, 29 and passage 31 to the brake-cylinder.

The supplemental valve-device 5S operates, as before described, todirect train-pipe pressure to the brake-cylinder in each application.

In what l have hitherto described as the preferred construction,employing the valve device 7G, 77 illustrated in Fig. 1, the spring 90definitely controls the passage of pressure from the auxiliary reservoirto the brake-cylinder and permits such passage only during a firstservice application, while, at the same time, offering no obstruction toits passage in emergency applications. Although the preferredconstruction is somewhat more expensive to manufacture than the modifiedconstructions, the fact that by its use a predetermined standard highauxiliary-reservoir pressure is always maintained to retain thetriple-valve in the brake-setting position, when charging thebrake-cylinder with air, while being supplied, as aforesaid, from themain-reservoir pressure from the train-pipe, and for a quick emergencyapplication, when necessary, renders it particularly desirable.

r)The object of the port 62 in the supplemental valve device 53, is toeffect quiclirelease of brakes, and obviate all danger of theirsticking. If desired, however, the supplemental valve device may beprovided without the feature of an exhaust port 62, openedsimultaneously with the closing of the port G0, in which event theengineers valve may readily be manipulated to cause such fluctuations ofpressure in the trainpipe as will allow for a plurality of intermittentventings of train-pipe air while being supplied, as aforesaid, from themainreservoir, into the brake-cylinder, for successively increasingstraightair applications, without disturbing the brake-setting positionof the triple-valve. This and other modifications in details ofconstruction .may be made without departing from the spirit of myinvention as defined by the claims.

l am aware thatit is old in the art to provide means, in connection withthe triplevalve of an automatic air-brake system, for admitting pressurefrom the train-pipe, as well as from the auxiliary-reservoir, to thebrake-cylinder to properly regulate the service applications of brakeswhen,but only when, owing to defective adjustment or wear of parts, thetravel of the brake-cylinder piston is unduly increased. By thisconstruction, when conditions are normal, serv` ice applications areeffected by auxiliaryreservoir pressure alone. On the other hand, it isessentially characteristic of my improved construction that for serviceapplications only a limited amount of pressure is vented from theauxiliary-reservoir under any circumstances, (to at all times reservesufficient auXiliary pressure for emergency action) and train-pipepressure,while being supplied from the main-reservoir, necessarilypasses to the brake-cylinder, under any conditions of capacity of thelatter.

That I claim as new and desire to secure by Letters Patent, is-

l. In the triple-valve of a uid-pressure brake-apparatus, thecombination of ports through Which air from the train-pipe and from theauxiliary-reservoir passes to the brake-cylinder and from thebrake-cylinder to the atmosphere, to exhaust the air from thebrake-cylinder, a valve controlling'said ports, and a piston foractuating said valve to admit air from the train-pipe, While beingsupplied from the main reservoir, to the brake-cylinder under allconditions ot capacity of the brake-cylinder by a preliminary traverseto emergency position and which, by a further traverse, admits air fromthe auxiliary-reservoir only to the brake-cylinder, for the purpose setforth.

2. In the triple-valve of a fluid-pressure brake-apparatus, thecombination o a piston actuated in one direction by auxiliaryreservoirpressure and in the opposite direct-ion by train-pipe pressure, and avalve operatively connected with the piston controlling the passage ofair from the trainpipe and from the auxiliary-reservoir to thebrake-cylinder and from the brake-cylinder through an independentpassage leading directly to the atmosphere, and to charge thebrake-cylinder under all conditions of capacity of the brake-cylinderWith air from the train-pipe, While being supplied from the mainreservoir, by the preliminary traverse of said piston to emergencyposition, a Jfurther traverse of the piston operating to admit air fromthe auxiliary-reservoir only to the brake-cylinder.

3. In the triple-valve of a fluid-pressure brake-apparatus, thecombination of a valvechamber having ports through which air passes tothe brake-cylinder from the trainpipe and from the auxiliary-reservoir,respectively, and from the brake-cylinder to' the atmosphere, to exhaustthe air from the brake-cylinder, a slide-valve controlling said ports,and a piston movable by variation in the train-pipe pressure to actuatethe slidevalve to charge the brake-cylinder under all conditions ofcapacity of the brake-cylinder With air from the train-pipe, While beingapplied from the main-reservoir, by the preliminary traverse of theslide-valve and which, by causing further traverse of the slide valve,to emergency position admits air from the auxiliary-reservoir only tothe brake-cylinder. Y

a. In the triple-valve of a fluid-pressure brake-apparatus, thecombination of a main valve-chamber, having ports through which airpasses to the brake-cylinder from the train-pipe and from theauxiliary-reservoir, and from the brake-cylinder to the atmosphere, toexhaust the air from the brakecylinder, a supplemental-valve devicecommunicating With the train-pipe and having a port communicating Withsaid main valvechamber, a slide-valve in the main valvechamber governingthe ports therein, a piston actuating said valve to charge thebrakecylinder With air from the train-pipe, While being supplied fromthe main-reservoir by a preliminary traverse, and Which, by a furthertraverse, admits air from the auxiliaryreservoir to the brake-cylinder,and a piston and slide-valve in the supplemental-valve device subject atopposite sides to pressure from the auxiliary-reservoir and train-pipeand actuated by the lowering of train-pipe pressure to open a port inthe supplementalvalve and vent pressure from the train-pipe to thebrake-cylinder.

5. In the triple-valve of a fluid-pressure brake-apparatus, thecombination of a valve and piston Whose preliminary traverse admit airfrom the train-pipe to the brakecylinder, and Which, by a furthertraverse, admit air from the auxiliary-reservoir to the brake-cylinder,and a yielding abutment for the piston operating to retain the valve inthe position of admitting air Jfrom the trainpipe While being suppliedfrom the mainreservoir to the brake-cylinder direct, as and for thepurpose set forth.

6. In a triple-valve device for fluid-pressure brake-apparatus, asupplemental-valve chamber having a piston exposed at opposite sides totrain-pipe and auxiliary-reservoir pressures, a port in said chamber anda slide-valve connected With said piston and governing said port, amain-valve chamber having a port communicating With the port in thesupplemental chamber and having ports and passages communicating Withthe brake-cylinder and outside air, a slide-valve governing said portsin the main chamber, a piston in the main chamber for actuating theslide-valve therein, the piston being eX- posed on opposite sides totrain-pipe and auxiliary-reservoir pressures, all so constructed andarranged that When pressure is reduced in the train-pipe the valve inthe supplemental chamber opens the port therein and the main-valve isthen actuated to vent auxiliary-reservoir pressure into thebrake-cylinder and open communication between the port of thesupplemental-valve and brake-cylinder for the direct passage of air fromthe train-pipe to the brake-cylinder, for the purpose set forth.

7. In a triple-valve device for fluid-presvsure brake-apparatus, asupplemental-valve chamber having a piston exposed at opposite sides totrain-pipe and auxiliary-reservoir pressures, a port in said chamber anda slide-valve connected With said piston and governing said port, amain-valve chamber having a port communicating with the portauxiliary-reservoir pressures, all so constructed and arranged that whenpressure is reduced in the train-pipe the valve in the supplementalchamber opens the port therein and the main-valve is then actuated tovent auxiliary-reservoir pressure into the brake-cylinder and opencommunication between the port of the supplemental-valve chamber' andbrake-cylinder for the direct passage of air from the train-pipe to thebrake-cylinder, and means for limiting the escape of pressure from theauxiliary-reservoir to the brake-cylinder, for the purpose set forth.

8. In a triple-valve device for fluid-pressure brake-apparatus, thecombination et a main-valve chamber having ports through which air fromthe train-pipe and from the auxiliary-reservoir passes to thebrake-cylinder, and from the brake-cylinder to the atmosphere, toexhaust the air from the brakecylinder, a valve controlling said portsand a piston for actuating said valve, and a supplemental-valve devicehaving a passage communicating with the train-pipe and a portcommunicating through the main-valve chamber with the brake-cylinder, apiston in the supplemental chamber exposed on opposite sides toauxiliary-reservoir and trainpipe pressures, a slide-valve connectedwith said piston in the supplemental-valve device controlling the porttherein, all so constructed and arranged that when the mainvalve deviceis in the brake-setting position air may pass directly from thetrain-pipe through the supplemental and main-valve chambers to thebrake-cylinder by the movement of the piston in the supplemental-valvedevice, for the purpose set forth.

9. In the triple-valve of a Huid-pressure brake-apparatus, thecombination oit' a piston actuated in one direction byauxiliaryreservoir pressure and inthe opposite direction by train-pipepressure, a valve connected with said piston and having a cavitycontrolling, by the movement of the valve and piston, a port admittingair from the train-pipe while being supplied from the main reservoir tothe brake-cylinder, and a port for exhausting the air from thebrakecylinder to the atmosphere, substantially 4as described.

10. In the triple-valve of a fluid-pressure brake-apparatus, havingconnections leading to a train-pipe, an auxiliary-reservoir and abrake-cylinder, respectively, the combination of a main-slide valve andpiston and a supplemental-slide valve and piston,

each actuated in one direction by auxiliaryreservoir pressure and in theopposite direction by train-pipe pressure to jointly controlcommunication between the train-pipe while being supplied from themain-reservoir and the brake-cylinder, substantially as described.

ll. In the triple-valve of a fluid-pressure brake-apparatus, havingconnections leading to a train-pipe, an auxiliary-reservoir and abrake-cylinder, respectively, the combination of a main slide-valve andpiston and a supplemental slide-valve and piston, each actuated in onedirection by auxiliary-reservoir pressure and in the opposite directionby train-pipe pressure to jointly control communication between thetrain-pipe while being supplied from the main-reservoir and thebrake-cylinder and between the brakecylinder and the atmosphere, toexhaust the air from the brake-cylinder, substantially as described.

l2. In the triple-valve of a fluid-pressure brake-apparatus, havingconnections leading to a train-pipe, an auxiliary-reservoir and abrake-cylinder, respectively, the combination of a main slide-valve andpiston and a supplemental slide-valve and piston which in theservice-application position of the main slide-valve jointly controlports for the exhaust of air from the brake-cylinder, substantially asdescribed.

13. In a triple-valve device for fluidpressure brake apparatus, thecombination of a main valve chamber, having separate ports and passagesthrough which air passes to the brake-cylinder from theauxiliaryreservoir and train-pipe while being supplied from themain-reservoir for serviceapplications of brakes, a main valvecontrolling said ports, a main piston for actuating said valve exposedon opposite sides to pressure from the train-pipe and auxiliaryreservoir, respectively, and means, interposed in the passage -forauxiliary reservoir air to the brake-cylinder, positively controllingthe degree to which auxiliary reservoir pressure may fall by escape tothe brake-cylinder in service-applications, for the purpose set forth.

14. In a triple-valve device for {luid-pressure brake apparatus, thecombination of a main valve chamber, having separate ports and passagesthrough which air passes to the brake-cylinder from theauxiliary-reservoir and train-pipe while being supplied from the mainreservoir for service-applications of brakes, a main valve controllingsaid ports, a main piston for actuating said valve, exposed on oppositesides to pressure from the train-pipe and auxiliary reservoir,respectively, and means for positively controlling the degree to whichauxiliary-reservoi" 1aressure may fall by escape to the brake-cylinderin service-applications, comprising a chamber interposed in the passagefor auxiliary-reservoir air to the brake-cylinder, a valve in saidchamber governing the passage, a piston operatively connected with thevalve in said chamber, and a return-spring for the piston tendingnormally to hold it in the position of closing said valve, the pistonbeing exposed to pressure from the auxiliary-reservoir to move and openthe valve While the pressure directed against it exceeds the resistanceof its spring, all constructed and arranged to operate substantially asand for the purpose set forth.

15. In a triple-valve device for fluid-pressure brake apparatus, thecombination or' a main valve chamber, ha ing separate ports and passagesthrough which air passes to the brake-cylinder from the auxiliary-reser*voir and train-pipe While being supplied from the main-reservoir forservice-applications of brakes, a main valve controlling said ports, amain piston for actuating said valve, exposed on opposite sides topressure from the train-pipe and auxiliary-res ervoir, respectively, andmeans for positively controlling the degree to which auxiliary-reservoirpressure may fall by escape to the brake-Cylinder inservice-applications, comprising a chamber interposed in the passage forauxiliary-reservoir air to the brakecylinder, a valve in said chambergoverning the passage, a piston operatively connected With the valve insaid chamber, a returnspring for the piston tending normally to hold itin the position of closing said valve, he piston being exposed topressure from the auxiliary-reservoir to move and open the valve Whilethe pressure directed against itexoeeds the resistance of its spring,and means for regulating the tension of said spring, all constructed andarranged to operate substantially as and for the purpose set forth.

JOSEPH RECHMANN. In presence of- JOHN WILSON, R. A. SCHAEFER.

Copies of this patent may be obtained for iive cents each, by addressingthe Gommissioner of Patents, Washington, D. C.

It is hereby certified that in Letters Patent No. 991,801, granted May9, 1911,

upon the application of Joseph Reichmann, of Chicago, Illinois, for animprovement in Fluid-Pressure Brake Apparatus, errors appear in theprinted specification requiring correction as follows: Page 5, line 18,the Words to emergency position should he stricken out and insertedafter the Word traverse, same page, line 19;

same page, line 37, the Words to emergency position should be strickenout and inserted after the Word piston, same page, line 38; and that thesaid Letters Patent should be read With these corrections therein thatthe same may conform to the record of the case in the Patent Oilice.

Signed and sealed this, 6th day of June, A. D., 1911.

[SEAL] C. C. BILLINGS,

Acting Commissioner' of Patents,

